Automobile v engine symmetrical manifold



June 2, 1953 J. HALTENBERGER AUTOMOBILE v ENGINE SYNMETRIOAL MANIFOLD Filed April 24, 195o 2 Sheets-Sheet 1 FIRINO ORDER @736542 June 2, 1953 J. HALTENBERGER 2,640,471

AUTOMOBILE v ENGINE SYMMETRICAL MANIFOLD Filed April 24, 1950 Y 2 Sheets-Sheet 2 Fi c .7. 2.5 s 2'3 Fi C'. 5.

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Patented.- J une 2, 1953 UNITED STATES PATENT oFFlcE AUTOMOBILE V ENGINE SYMMETRICAL MANIFOLD 8 Claims.

This invention relates to V engine manifolds, and particularly to an inlet manifold for eight cylinder V engines as used in automobiles and the like, a purpose being to provide an intake manifold which will be substantially symmetrical in construction and in functioning and operation, this being a continuation in part or extension of my co-pending application Serial No. 122,474, filed October 20, 1949.

The inlet manifold of an automobile, though frequently neglected in the advancement of science, plays an important part in cold engine starting gas distribution, equal cylinders fillings, vibration, acceleration, and over all economy.

A usual V engine has opposite rows of longitudinally disposed cylinders and is provided with a usual two level inlet manifold unit. Y

The upper and lower level manifolds of the unit operate independently. Each of them comprises duct and associated crosswise ducts arranged to reach the cylinders in opposing rows. Each of the longitudinally extending ducts are provided with an inlet passage disposed in the longitudinal center of the duct, or a pair of longitudinally dis.

posed inlet passages adjacent to and at each side of the duct center.

All manifolds applicant is aware of have variant duct angles and variant length of inlet ducts. In certain existing applications the duct length leading to one cylinder has nearly twice the length of the duct leading to another` cylinder. They also include harmful Y connections and harmful duct intersections wherein a duct engages an intermediate portion of an associated duct.

It was proposed to provide one end of a usual lengthwise duct with a crosswise duct having equal length arms, it is here proposedand is the object of my invention to form and shape the generally longitudinally extending ducts for the adoption at each of their respective ends to substantially right angularly disposed two-direction crosswise ducts, having substantially equal length Thereby, all the angular dispositions'and lengths of all ducts, as measured from the longitudinal duct center to each and every cylinder is substantially duplicated.

A further object is to provide each of the ends o the lengthwise ducts with substantially right angularly disposed two-direction crosswise ducts having substantially equal length arms, and including upstanding substantially iiat mixing walls on inner sides of the outer walls of the crosswise ducts, each disposed in line with and in length a generally longitudinally extending substantially twice the width of the outlet end of the respective lengthwise duct. Y

A furtherobject is to accelerate the gas Vtravel or passage through the double H manifold by aerodynamic section turning vanes.

Further objects will appear as the description proceeds. f

Referring to the drawings; Fig. 1 is an end and more or less diagrammatic elevation of a usual V engine showing the inlet manifold embodying my invention; Fig. 2 is a plan view of the manifold with parts broken away here shown in a fragmentary larger scale; Fig. 3 is a transverse section substantially on line 3-3 of Fig. 2; Fig. 4 is a fragmentary plan view of the manifold shown in Figs. 1, 2 and 3 wherein the connections of the ducts are modified; Fig. 4A is a modification of a part shown in Fig. i;k Fig. 5 is a section substantially on line '5-5 of Fig. 4; Fig. 6 is a fragmenltary -plan view with parts in section showing a further modification of the ducts connections and illustrating twin lengthwise ducts; Fig. 7 is a section substantially on line I-'I of Fig. 6.

Referring to Figs. l, 2 and 3, it will be seen that a usual V engine 8 is provided with superimposed double H manifold casting generally at 8,

' it is composed of an upper level H leading to the manifold outlets for cylinders 1, 7, 6 and 4, and

' a lower level H, leading tothe manifold outlets Y of duct II, thereby serving as lan upstanding gas 40v mixing wall.

VOpposite to duct Il, a lengthwise continu ation slightly bent duct I4 isv formed, which is also provided with a crosswise two-direction lduct having substantially equal length arms I5 forming an intersection and substantially right angular mixing wall I3 a duplicate in length to M. It is important to note that, as is clear from Fig. 1, the gas travel distance from the center of passage ID to each center of the manifold outlet ports I 6 leading to the respective cylinders 1, 7, 6 and 4, is substantially exactly the same.

The lower level H manifold, leading to the manifold outlets IB' for cylinders 8, 3, 5 and 2 is substantially an exact duplicate of the upper level manifold, except that it is reversed or turned in a 180 degrees parallel plane and is connected to the adjacent inlet passage l', therefore the indicating numerals are duplicated with a prime.

The upper level H having substantially equal length gas passages, and the lower level being 180 degrees turned duplicate of the upper, forms a V engine manifold of complete symmetry for equal gas distribution to all cylinders.

As is clear from'the drawings, the inlet passages !G and Ill are surrounded with a usual exhaust gas heating jacket Il, having exhaust gas communication ports l'l in the usual manner.

The gas mixture dov/ing through Ntheuppery level ducts H or lll slams or impinges against right angular mixing walls I3 where the heavier mixture droplets cover the -wall surface for av subsequent surface carburation, whereas, the lighter mixtures n ll the respective cylinder. In the lower level ducts l l or I4 the action-is exactly the same as in the upper level ducts.

Applicants lco-pending patent application,

hereinabove identied, points out the advantages of increasing the cylinder lling by the ram effect of the inlet manifold, accomplished by increasing the flowing mixture speed and effective ram ylength by the use of aerodynamic section turning vanes. The use of turning vanes for this eilect is illustrated in Figs. 4 and 5, as applied to a `double H manifold.

Here, the double H manifold is substantially a duplication of the manifold described in intersection with Figs. 1, 2 and 3, excepting the connections in between all the lengthwise and crosswise ducts, therefore, for simplicity of presentation the indicative numerals are duplicated.

As is clear -from the drawing, the upper wall 2B of the crosswse duct l2 is provided with a machined opening 2l, for the adoption of a preferablyr die cast metal or plastic plug generally designated at 22, arranged to be secured to the manifold as by screws 23. The plug is formed of a flanged wall 2li, having protruding aerodynamic section turning vanes 25.

For gas flow duplication and manufacturing facility the plugs vat the upper and lower levels can be identical pieces. The desired width of the ducts imposed certain limitations as to the plug location in wall 28, therefore, plug Wall 24 is also provided with a substantially hat mixing wall I3'.

In operation, the aerodynamic section turning vanes increase the gas speed and the elective ram length of the manifold, and hold the gas mixture to more uniform consistency and permits the use of a lighter mixture, as a greater part of the mixture is aerodynamically directed to the exit port. The application of these vanes is inexpensive as all plugs can be identical. It will be noted, that all the turning vanes disposed. in the intersection of the lengthwise. duct and -twodirection crosswise duct form clusters and have substantially correct aerodynamic sections, they all terminate in thin edges to reduce drag and here shall be referred to as aerodynamic section. All the vanes have materially less Width (measured from the leading edge to the trailing edge) than the width of either of the associated ducts.

When it is desired to further increase the ram eect, this may be accomplished as illustrated in Fig. 4A where a plug generally indicated at 22 is provided with lling wall Here this wall is curved in further response to aerodynamic teachings.

For certain applications, when it is desired to increase the ram effect of a double H manifold to optimum while retaining the desired symmetry 4 and all perpendicular outlets, a modified embodiment is illustrated in Figs. 6 and 7. Here, excepting the lengthwise ducts and crosswise ducts intersections the manifold is identical to the one described in connection with Figs. l to 3 inclusive.

AS is clear from the drawings, the upper level inlet passage I (indicated by a chain line) leads to a pair of associated lengthwise ducts, 2S and 2l with a parting wall 28 having a blunt leading edge 29 in between. At the intersection of these ducts with crosswise ducts l2 the upper wall 20' of duct l2 is provided with a machined opening 2 l for the reception of a die cast metal or plastic plug generally indicated at 22" that can be secured to wall 2B' as by screws 23. Plug 22 is formed of a flanged wall 24 having protruding aerodynamic section direction changing vanes 25', Where the leading vane width is less than half the width of ducts 26 or I2 and a protruding partition wall 28 terminating in ller curves Opposite ducts 2E and 27 a pair of associated ducts 3Q and 3| are provided, leading to and intersecting with crosswise ducts I5.

For equal gas flow characteristics and manufacturing simplification the two plugs at the upper level are identical with the plugs of the lower level.

The here presented manifolds provide for substantially equal length gas passages through their carefully planned symmetry. All crosswise pasi sages are Aperpendicular to the associated lengthwise passage. All lower level ducts are the duplicates of the upper level ducts except being turned a half circle around in a parallel plane.

Applicant believes that uniform cylinder lling is contingent on uniform duct angles and passages with or without turning vanes. After meeting the equilength condition, the application of turning vanes further accentuate-s the values of equilength.

V engines though long in use, presently are gaining in the automotive held, because of their desired short length, and other advantages; further, all manufacturers have the rear engine application in mind, where the need for a short engine is a precondition.

Whereas Figs. 2, Il and 5 indicate the simplest form of manifolds, wherein each of the lengthwise ducts are provided with only one carburetor inlet passage, the benets of this invention will equally accrue in manifolds where the lengthwise ducts are provided with the well known pair of longitudinally disposed adjacent inlet passages, for the adoption of the well known Quadri-Jet carburetor.

It is important to note, that here every lengthlwise duct terminates in substantially right angular terminal crosswise duct, or two substantially half length ducts, and each half at an identical angle to the lengthwise duct, this, to avoid the grave error wherein one crosswise terminal duct half is disposed at a different angle to the lengthwise duct than the other half, thereby favoring the gas flow of one at the expense of the other. It will also be noted that applicant eliminates any crosswise ducts that tap in at an intermediate point between the lengthwise duct ends. as they have no range in performance.

In this patent application, and appended claims, lengthwise shall mean the generally accepted interpretation of the word, wherein all the lengthwise ducts are disposed generally aligned with the aligned rows of engine cylinders.

While I have herein shown and described only certain specific embodiments of my invention and have suggested only certain possible modilications, it will be appreciated that many changes and Variations can be made to suit particular conditions and embodiments of use, without departing from the spirit and scope of my invention.

What applicant claims as his invention:

1. In a V engine inlet manifold, an inlet passage, an associated lengthwise duct, a pair of associated crosswise ducts forming two connections, and directional turning vanes carried by insertable plug means in said connections.

2. In a V engine inlet manifold, an inlet passage, a pair of associated lengthwise ducts, a pair of associated crosswise ducts forming two connections,` and directional turning vanes in said connections carried as parts of insertable and interchangeable plugs.

3. In a V engine having opposite rows of cylinders, an inlet manifold including a pair of adjacent independent inlet passages in association with a pair'of longitudinally extending ducts, said ducts extending substantially equidistantly from their respective inlet passages in two opposite directions, and all of said ducts terminating in substantially right angularly disposed two-direction crosswise ducts having substantially equal length arms, the ends of each crosswise duct substantially reaching the cylinders in the opposing rows.

4. In a V engine inlet manifold including a pair of adjacent independent inlet passages in association with a pair of Wide lengthwise ducts, said ducts terminating in two-direction substantially right angularly disposed crosswise ducts having substantially equal length arms, and upstanding substantially at mixing walls on the inner sides of said crosswise ducts disposed in line with and in length substantially twice the width of the outlet ends of said lengthwise ducts.

5. In a V engine inlet manifold a lengthwise duct terminating in a two-direction crosswise outlet duct, said ducts forming an intersection, an upstanding substantially fiat mixing wall on the inside of said crosswise duct disposed in line with the outlet end of said lengthwise duct, and aerodynamic section turning vanes in laterally spaced relation in said intersection exposing` therebetween the whole midportion of said upstanding mixing wall.

6. In a V engine inlet manifold a lengthwise duct terminating in an angularly disposed substantially equal width outlet duct, said ducts forming an intersection, and an aerodynamical section direction changing vane of materially less width than either of said ducts disposed in said intersection.

7. In a V engine inlet manifold, a lengthwise duct terminating in an angularly disposed substantially equal width two-direction outlet duct, said duct forming an intersection, and a cluster of aerodynamical section direction changing vanes all of materially less width than either of said ducts, disposed in said intersection.

8. For a V engine having opposite rows of cylinders, an inlet manifold including a pair of adjacent independent inlet passages in association with a pair of longitudinally extending ducts, said ducts extending from their respective inlet passages in two opposite directions, and all of said ducts terminating in substantially right angularly disposed two-direction crosswise ducts having substantially equal lengthv arms, the ends of each crosswise duct substantially reaching the cylinders in the opposing rows.

JULES HALTENBERGER.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,150,264 Greer Aug. 17, 1915 1,212,478 Hall Jan. 16, 1917 1,260,895 Hall Mar. 26, 1918 1,333,142 Ulmer Mar. 9, 1920 1,761,958 Anderson June 3, 1930 1,768,136 Moorhouse June 24, 1930 1,768,551 Fekete July 1, 1930 1,793,509 Purdy Feb. 24, 1931 1,817,382 Kreis Aug. 4, 1931 1,933,380 Mock et al Oct. 31, 1933 2,012,902 Barkeij v- Aug. 27, 1935 2,119,707 Funderburk June 7, 1938 2,160,922 Sullivan June 6, 1939 

